Apparatus for the control of highway crossing signals



Nov. 1, 1932. B. LAZICH 1,835,925

APPARATUS FOR THE CONTROL OF HIGHWAY CROSSING- SIGNALS Original F iledMay 12, 1931 INVENTOR.

Q/KW

MJ ATTORNEY.

Patented Nov. 1, 1932 PATENT QFFEE nnenxo LAZICH, on EDGEW'OOD,rENNsYLvANIA, ASSIGNOR TO THE UNION SWITCH a SIGNAL COMPANY, OFSWESSVALE, SYLVANIA PENNSYLVANIA, A CORPORATION OF PENN-.-

APIPARATUS FGR THE CONTROL OF EIGHW'AY CROSSING SIGNALS Applicationfiled May 12, 1931, Serial No. 536,725. Renewed March 24, 1932.

My invention relates to apparatus for the for an object the provision ofmeans con' trolled by a train approaching a highway for starting theoperation of the signal at substantially the same interval of timebefore the train reaches the highway regardless of the speed of thetrain.

'T will describe one form of apparatus embodying my invention, and willthen point out the novel features thereof in claims.

The accompanying drawing is a diagrammatic view showing one form ofapparatus embodying my invention.

Referring to the drawing, the reference characters 1 and 1 designate thetrack rails of a stretch A of railway track over which traflic normallymoves in the direction indicated by the arrow. These track rails aredivided, by means of the usual insulated joints 2, into a plurality ofsuccessive track sect-ions BC, CD and DE. Each track section is providedwith the usual track circuit comprising a suitable source of current,

such as a track batter 3 connected across the rails adjacent theentrance end of the section, and a track relay, designated by thereference characterT with a suitable-d stinguishing exponent, connectedacross the rails adjacent the exit end of the section.

Interposed between track relay T and rail 1 in the track circuit-forsection B.C is a front contact 4 of track relay T the function of whichwill become apparent as the description proceeds. 7

Track section C-D is intersected by l way H at a point somewhat in rearof the point D, and located adjacent the i tersection is a h 'hwaycrossing signal S, which, as here shown, 18 in the form of an electricbell. The signal S is controlled by a relay F, the circuit for thissignal being from terminalE of a suitable source of current not shown inthe drawing, through front contact 5 of relay F,

d the operating mechanism of signal S to the other terminal C of thesourc Relay F is normally deenergized, so that this signal will normallybe silent but will operate whenever relay F becomes energized.

Relay F, in turn, is controlled by a slow acting relay G, by track relayT and by a time measuring device which is designated as a whole by thereference character J.

As here shown, the time measuring device J comprises a rotatable shaft 6which is journalled at its ends in suitable fixed bearing blocks 26. Theshaft 6 normally occupies the position in which it is illustrated in thedrawing, but it is arranged to at times be moved away from this positionin a counter clockvise direction, and at other times restored to thisposition, in accordance with certain conditions to be describedhereinafter, by means of a reversible motor M having an armature 7 and afield 8. As here shown, the armature 7 of the motor M operates a worm 9which drives a worm wheel 10 fixed to the shaft 6, but it will bereadily understood that any other suitable form of mechanism for drivingthe shaft 6 by the comprises two normally closed contacts 1213 and1d-15, and a normally open contact 12 16, while the circuit controller Lcomprises a normally closed contact 1718. As soon as the shaft 6 startsto rotate in a counter-clockwise direction from the position shown,which position I will term its normal position, the arm 11 moves awayfrom the contact finger l2, and the contact fingers 12 and 14 then movetoward the left, due to an initial bias, thereby opening contacts 1213and 14-15, and closing contact 12-16. When the shaft 6 has rotated incounter-clockwise direction to what I will term its ultimate positionthe arm 11 then en 'a es the contact fin er 17 of circuit as a stop forthe sleeve, also serve as a driving connection between the shaft and thesleeve when the shaft is rotated in a counterclockwise direction, theresultant rotation of the sleeve actin to wind the coil spring 20.Rigidly attache to the sleeve 19 is a ratchet Wheel 23, and cooperatingwith this ratchet wheel is a pawl 24, which is pivoted for rotationabout an axis indicated at 24* in the drawing. The pawl 24 is biased bygravity into engagement with the ratchet wheel, but is arranged to be attimes withdrawn from engagement with the ratchet wheel by means of asolenoid 25 which operates a plunger 25 pivotally attached to the pawl.It will be seen that when the sleeve 19 is rotated in a counterclockwisedirection, the pawl 24 will drop behind the successive teeth on theratchet wheel, and will thus maintain the sleeve in the extreme positionto which it is moved in this direction, until the solenoid 25 is'subsequently energized to withdraw the pawl from engagement with theratchet wheel.

Also rigidly attached to the sleeve 19 is a contact arm 27 whichcontrols a variable resistance B. As here shown, the resistance R isprovided with a plurality of taps designated by the reference characters28 to 36, inclusive, which taps cooperate with the arm 27 in such mannerthat the portion of the total resistance which is connected between thearm and the ta will be decreased as the arm consecutiveFy engages thesetaps, but that, when the arm engages the tap 36, which tap it will benoted is connected with the tap 28 by means 01' a wire 37, the totalresistance will be connected between the arm and the tap 35.

The timing device further comprises a fixed resistance 38 which is attimes connected in series with the field 8 of motor M as will bedescribed hereinafter, and a centrifuge N. The centrifuge N isoperatively connected with the motor M, and controls a contact 39-40 insuch manner that this contact is closed except when the motor isrotating in either direction at a speed which exceeds a predeterminedvalue.

Armature 7 of motor M is provided with a circuit which is controlled bytrack relays T, T and T and by contact 17 18 of circuit controller L.This circuit is closed only when track relays T and T are bothenergized, track relay T is deenergized, and contact 1718 of circuitcontroller L is closed, and passes from terminal B through back contact41 of track relay T wire 48, front contact 49 of track relay T wire 50,front contact 51 of track relay T wire 52, contact 1718 of circuitcontroller L, wires 56 and 53, armature 7 of motor M, wires 54 and 55,front contactof track relay T wire '46, and back contact 42 of trackrelay T to terminal C. Armature 7 of motor M is also rovided withanother circuit which is contro ed by track relays T and T C and bycontact 12-16 of circuit controller K, and which is closed only whentrack relays T and T are both deenergized, and contact 1216 is closed.This latter circuit passes from terminal B through back contact 41 oftrack relay T wire 48, back contact 49 of track rela T wires 55 and 54,armature 7 of motor wires 53 and 70, contact 12l6 of circuit controllerK, wire 71, back contact 45 of track relay T wire 46, and back contact42 of track relay T to terminal C. It will be noted from an inspectionof the drawing that the current which is supplied to armature 7 whenthis latter circuit is closed flows through the armature in the oppositedirection from that which is supplied to the armature when the firsttraced circuit for armature 7 is closed.

Field 8 of motor M is likewise provided with two circuits which arecontrolled by track relays T and T The one circuit for field 8 includesfixed resistor 38, and is closed when track relay T is energized andtrack relay T is deenergized. This circuit passes from terminal Bthrough back contact 41 of track relay T wire 57, field 8 of motor M,wire 59, resistance 38, wire 69, front contact 61 of track relay T wires62 and 46, and back contact 42 of track relay T to terminal C. The othercircuit for field 8 of motor M includes the portion of the variableresistance R which is connected between the arm 27 and tap 35 at the tme this circuit 11 becomes closed, this circuit being completed whentrack relays T and T are both dcenergized. This latter circuit for field8 passes from terminal B through back contact 41 of track relay T wire57, field 8, wire 59, tap 35 of resistance R, the portion of resistanceR which is connected between tap 35 and arm 27, arm 27, wire 72, backcontact 61 of track rela T wires 62 and 46, and back contact 42 0 trackrelay T to terminal C. It will be noted that the current supplied tofield 8 when either of these circuits ust traced is closed, flowsthrough the field in the same direction.

It will be seen, therefore, that when track 1 relay T is energized andtruck relay T C is deenergized, the circuit first traced for field 8 ofmotor M including fixed resistance 38, and the circuit first traced forarmature 7,

are normally both closed; but that, when track relays T and T are bothdeencrgized, the circuit last traced for field 8 of motor M,

and the circuit last traced for armature 7,

these circuitswill be of such relative polarity that the armature willoperate in the direc tion to rotate shaft 6 away from its normalposition in the counter-clockwise direction. It follows, therefore, thatit a train enters iection BC and deenergizes track relay T when sectionCD is unoccupied, so that track relay T is energized, motor M will startto rotate shaft- 6 away from its normal position, and will continue torotate shaft 6 away from its normal position until the train subsequentlenters section C-D and deenergizes traclr relay T lVh-en this happens,however, the direction of current flow through the armature will bereversed, while the direction of current flow through the field will bethe same as whet track relay T was energized, a d motor M will tlcrefore reverse and restore shaft 6 to its normal position.

it will he rea y understood by anyone skilled in the art hat it thestrength of the current supplied to the armature of motor of the typedescribed remains const nt, the speed of rotat on of the armature willnormally depend upon the strength of the field current, th s speedlacing increased as the strength of the field current is (lQClQlSGQ. itfollows, therefore, that si ice the resistance 38 is tlizeo, the spec-zat which the motor rotates the shaft away rom its normal pos tion in thecounter-clockwise direction will he constant; but that, since theresistance ll is variable, the speed at which the otor returns the shaftto its normal position depend upon he value of the portion of thisresistance 1 hich included in tire field cirun diiions and, hence,

c ii an ts normal posit"- ter-cloclrwis-e direction through which theshaft 6 had been rotated up to the instant that track relay T becomesdeenergiaed, this speed being decreased the posi tion of the Sllfiliaway from its normal position is increarcd, except when the shaft hasbeen rotated to its ultimate position in which arm 27 engages tap 36andconnects the total resistance in series with the field.

relays T and T are ooth deenergized,

12l3 of circuit controller K is V This circuit passes from terminal Bthrough back contact ll of track relay T wire 48, back contact 49 ortrack relay T wires and 73, solenoid 52, wire i -l, contact l2l3 olcircuit. controller wire Y1, baclr contact 415 of tracl: relay T wireto, and back contact 42 of track relay T to termi nal. G.

Relay G is provided with a circuit which is controlled by track relays Tand T and which passes from terminal B through bacl: contact ll oi":trace relay T wire i3, winding of relay G, wire ll, front contact {l5 oftrack relay T wire 46 andbacl: contact e2 01 track relay T to terminalC. This circuit is closed when and only when track relay T isdeenergized and track relay T is energized, and it will be apparent,therefore, that if section 6-4) is unoccupied when a train moving in thedirection of the arrow enters section BC, relay G will become energizedand will subsequently remain energized until the train enters section CD.

Relay F is provided with a circuit which passes from terminal B throughthe winding of rela; F, wire 63, back contact l? of relay Gr, wire 64,hack contact of track relay T *ire 66, contact 14 15 of c'rcuitcontroller K, and wire 67 to terminal C. This circuit is also providedwith a branch around contact l4l-l5 or" circuit controller K whichbranch may he t .aced from wire 66 through wire 68, contact 394l-0controlled by centrifuge N, and wire 69 to terminal C. It will beapparent, therefore, that relay F will be come one gized when tracksection CD is occupied provided contact 14-45 of circuit controller K isthen closed, or in the event that motor M stops for any reason, so thatcontact 39-l0 controlled by centrifuge N becomes-closed. i

As shown in the drawing track scct'ons B C, CD, and DE are allunoccupied so that track relays T T and T are all energized. Relay G istherefore deenergized and solenoid 25 isalso deenergized. Shaft 6 andsleeve 19 both occupy their normal positions. Contact 1718 of circuitcontroller L, and contacts l213 and li5 0i" circuit controller K aretherefore closed, while contact 12l6 of circuit controller K is open.Both circuits for armature 7 of motor M are open at back contacts ll and42 of tracl: relay T and both circuits for field 8 oi motor M arelikewise open at these contacts. Motor lrl is therefore deenergized.Relay F is also deenergized, the circuit for this relay being open atfront contact 65 of track relay T Since relay :5 is deenergized, signalS is silent,

In explaining he operation of the apparatus as a whole, I will assumethat with the parts in the positions just described, a train moving inthe direction of the arrow traverses the stretch A. V1 hen the trainenters section BC, it deenergi les track relay T ano since track relay Tis then energized, relay G becomes energized and opens it back contact4?. This interrupts the c rcuit previously traced for relay l and henceinsures that relay F will not become e .ergized and cause signal S tooperate as long as section CD unoccupied. The deenergization of trackrelay T also completes the circuit previously traced for lielc 8 or"motor including resistance 38, as well as the circuit previously tracedfor armature 7 including contact 1718 of circuit controller L, so thatmotor M now starts to rotate shaft 6 away from its normal position inthe counter-clockwise direction in the manner previously described,thereby rotating sleeve 19 in the same direction, and hence rotating thearm 27 in the direction to decrease the portion of the resistance Rwhich is connected between the contact arm 27 and tap 35. As soon asshaft 6 starts to rotate, arm 11 moves away from contact finger 12 thuspermitting circuit controlled K to open its contacts 1213 and 1-t15, andto close its contact 1216. The operation of this circuit controller,however, has no im mediate effect on the remainder of the apparatusunder these conditions. Motor M will now continue to rotate shaft 6 awayfrom its normal position in the counterclockwise direction until thetrain enters section CD and deenergizes track relay T unless the trainremains in section BC for an abnormally long interval of time, underwhich conditions, armature 7 will become deenergized when the shaft hasbeen rotated to its ultimate position, as will be explained more fullyhereinafter. When track relay T becomes deenergized, the opening of itsfront contact 61 interrupts the circuit over which field 8 of motor Mwas previously suplied with current, and the opening of its ront contact49 interrupts the circuit over which armature 7 was previously suppliedwith current, while'the closing of its back contacts 49 and completesthe circuit for amature 7 including these contacts, and the closing ofits back contact (31 completes the circuit for field 8 including thiscontact.

Motor M therefore now reverses and starts to restore shaft 6 to itsnormal position. The opening of front contact 45 of track relay T alsodeenergizes relay G. It should be pointed out, however, that relay G issufficiently slow releasing so that it will not close its back contact47 during the interval of time that contact 3940 controlled bycentrifuge N is normally closed while motor M is reversing, thuspreventing relay F from becoming energized over its branch circuitincluding contact 3940 under these conditions, and hence preventingsignal S from operating. If, however, the motor should stall, or fail tobecome energized for any reason, so that contact3940 remained closed fora longer interval of time than that required for relay G to becomedeenergized, then as soon as relay G had become deenergized, relay Fwould become energized and would complete the circuit for signal S, thuspreventing the dangerone condition which might exist under theseconditions if contact 47 of relay G and contact 39-4O were not includedin the control of relay F. Furthermore, the opening of front pletely outof section BC. As pointed out hereinbefore, the speed at which the motorreturns the shaft 6 to its normal position when track relays T and T areboth deenergized, depends upon the portion of the resistance R which isincluded in the circuit for field 8 when track relay T becomesdeenergized. The parts are so proportioned, that if the train istraveling at its maximum speed while traversing section B-C, then at theinstant that track relay T becomes deenergized, arm 27 will engage tap29 of this resistance, and it will be seen, therefore, that under theseconditions, the speed at which motor M returns shaft 6 to its normalposition will depend upon the value of the portion of the resistance Rwhich is connected between the taps 29 and 35, it being understood thatthe pawl 24 and ratchet wheel 23 holds the sleeve 19 in the extremeposition to which it was previously rotated before track relay T becamedeenergized. Since the portion of the resistance R which is includedbetween the taps 29 and 35 is a large percentage of the totalresistance, it follows that motor M will rotate at nearly its maximumspeed under these conditions, thereby restoring the shaft 6 to itsnormal position quickly. When the shaft 6 reaches its normal position,contact 1216 of circuit controller K becomes opened and contacts 1213and 14-15 become closed. The opening of contact 1216 interrupts thecircuit which was previously closed for armature 7, thus stopping motorM, while the closing of contact 1415 completes the circuit previouslytraced for relay F, so that relay F now picks up and causes signal S tooperate. Furthermore, the closing of contact 1213 completes the circuitpreviously traced for solenoid 25, and solenoid 25 therefore becomesenergized and withdraws pawl 24 from engagement with the ratchet wheel23. Spring 20 then returns sleeve 19 to its normal position on shaft 6,in which position pin 22 engages pin 21 as shown in the drawing. lVhenthe train enters section D-E, track relay T becomes deenergized andopens its front contact 51. This interrupts the circuit for armature 7including this contact, and insures that armature 7 will not becomeenergized when track relay T subsequently picks up due to the trainhaving passed completely out of section CD. \Vhen the train has passedcompletely out of section CD, the opening of back contact of track relayT interrupts the circuit for relay F, and relay F therefore becomesdeenergized and deenergizes signal S, so that signal S now stopsoperating. Furthermore, the closing of front contact 4 of track relay Tcompletes the track circuit for section B-C, and track relay T now picksup and opens its back contacts 41 and 42. This interrupts the circuitwhich was previously closed for field 8 of motor M, as well as thecircuit which was previously closed,

and field 8 and solenoid therefore now both become deenergized. When thetrain has passed completely out of section D-E, track relay T picks up,and the parts are then restored to tl e positions in which they areillustrated in the drawing.

If a train traveling at a somewhat slower speed traverses stretch A, theparts will function in the manner just described with the exception atthe instant the train enters section CD and deenergizes track relay T toreverse motor M, arm 27 willhave moved past tap 29 of res stance R andinto engagement with tap 30. T he speed at which motor M returns shaft 6to its normal position under these conditions will. therefore dependupon the value of the portion of resist ance R which is connectedbetween the taps SO and 35, and since this value is less than the valueof the portion which is connected between taps 29 and-35, this speedwill be slower than thespeed at which the shaft was returned to itsnormal position when the train traveling its maximum speed. As a result,a longer interval of time will be re quired for shaft 6 to reach itsnormal position under these conditions, and since signal does not startto operate until the shaft has reached its full normal position andclosed contact 1 l15 of circuit controller K to energize relay F aspreviously described, it follows that with the slower speed train,signal S will not start to operate as soon after the train l as enteredsection CD as it did with the higher speed train.

It will be apparent, therefore, from the foregoing, tiat the slower thespeed of the rain, the longer will he the time interval which willelapse before signal S will start to operate after the train has enteredsection CD, and it followsthat by properly proporthe parts, the signalmay be made to o era c at suostantially the same interval 5 t' e beforethe train reaches the highway regardless of the speed of the train. Forexample, the parts may be so proportioned that the signal S will startto operate substantially 53' seconds before the train reaches the high--wa l-l regardless of the speed at which the train is approaching thehighway. 1

As pointed out hereinbefore, if a train which has entered section BCremains in this section for an abnormally long interval of time for anyreason, as would be the case, for example, if'the train stopped in thesection, motor M will continue to rotate shaft 6 in thecounter-clockwise direction until the shaft has been rotated to itsultimate position. lVhen this has happened, contact 17- 18 of circuitcontroller L will become opened and will interrupt the circuit which waspreviously closed for armature 7, thus deenerarmature 7. and hencepreventing further rotation of the shaft 6 in the counterclockwisedirection. Shaft 6 will then remain in its ultimate position until thetrain subsequently enters section C-D and deenergizes track relay .TWhen this happens,

ing that a warning indication will be given in ample time to protectusers of the highway even though the train speeds up to its maximumspeed before it reaches the highway.

Although I have herein shown and described only one form of apparatusfor the control of highway crossing signals embodying my invention, itis understood that va-.

rious changes and modifications may be made therein within the scope ofthe appended claims without departing from the spirit and scope of myinvention.

Having thus described my invention, what I claim is:

1. In combination, a stretch of railway track intersected by a highway,a highway crossing signal located adjacent the intersection, a membernormally occupying one position, means for moving said member away fromsaid one position at a constant speed during the time interval requiredfor a train approaching said highway to traverse a fixed distance, meanseifective when the train has traversed said fixed distance for restoringsaid member to said one position at a speed which depends upon theposition to which said member was previously moved, and means responsiveto the position of said member for controlling said signal.

2. In combination, a stretch of railway track intersected by a highway,21- highway crossing signal located adjacent the intersection, a membernormally occupying one position, means for moving said member away fromsaid one position at constant speed during the time interval requiredfor a train approaching said highway to traverse a fixed distance, meanseffective when the train has traversed said fixed distance for restoringsaid member to said one pos t on at aspeed which depends upon theposition to which said member was previously moved, and means effectivewhen said member has been restored to said one position for setting saidsignal into operation.

3. In combination, a stretch of railway track intersected by a highway,a highway crossing signal located adjacent the intersection, a membernormally occupying one position, means effective while a trainapproaching said intersection is traversing a fixed distance for movingsaid member away from said one position at a constant speed, meansefieotive when the train hastraversed said Lfixed distance for restoringsaid member to said one position at a variable speed which depends uponthe distance through which and member was previously moved, meanseffective when said member has been restored to said one position forsetting said signal into operation, and means effective when said trainhaspassed the intersection for stopping the operation of said signal.

4. n combination, a stretch of railway track intersected by a highway, ahighway crossing signal located adjacent the intersection, a membernormally occupying one position, means effective while a trainapproaching' said intersection is traversing a fixed distance for movingsaid member away from "said one position at a constant speed, meansefiective when the train has traversed said fixed distance for restoringsaid member to said one position at a variable speed which depends uponthe distance through which said member was previously moved, said speedbeing decreased as the distance through which said member was previouslymovedis increased, and means controlled in part by said member forsetting said signal into operation when said member is restored to saidone position. v r

5. In combination, a stretch of railway track intersected by a highway,a member normally occupying one position, means con: trolled by a trainapproaching the highway for rotating said member away from said oneosition in one direction at a constant B through a variable distancewhich depends upon the speed of the train between a first fixed pointand a second fixed point, means efiective when the train passes saidsecend point for rotating said member in the opposite direction torestore said member to said one position, means controlled by saidmember and responsive to the distance away from said one positionthrough which said member was moved for controlling the speed at whichsaid member is restored to said one position, aghighway'crossing signallocated adjacent said intersection, and means for setting said signalinto operationwhen said member is restored to said one position, theparts being so proportioned that said member will be restored to saidposition at substantially the same interval of time before the trainreaches the highway regardless of the speed of the train. 7 i

6. In combination, a stretch of railway track intersected by a highway,a member normally occupying one position, means controlled by a trainapproaching the highway for rotating said member away from said oneposition in one direction at a'constant speed throughia variabledistance which depends upon the speed of the train between a first fixedpoint and a second fixed point, means effective when the train passessaid second point'for rotating said member in the opposite direction torestore said member to said one position, means controlled by saidmember and responsive to the distance away from said one position throuh which said member was moved for controlling the speed at which saidmember is restored to said one position, said speed being decreased asthe distance through which said member is rotated away from said oneposition is increased, a highway crossing signal located adjacent saidintersection, and means for setting said signal into operation when saidmember is rjestoredito said one position, the parts being soproportioned; that said member will be restoredto said position atsubstantially the same interval of time before the train reaches thehighway regardless of the speed of the train. 7

J. In combination, agrstretch of railway track intersected by a highway,a highway crossing signal located adjacent the intersection, timingmeans comprising a member normally occupying one position and anelectric motor arranged to move said member away fromssa-id one positionin response to rotation of said motor in one direction and to restoresaid member to' said one position in response to rotation of said motorin the opposite direction, means effective when a train approaching saidhighway passes a first fixed point for energizing said motor in suchmanner that said motor is rotated in said one direction at a' constantspeed, means effective when the train passes a second fined point forenergizing said motor in such manner that sai motor is rotated in saidopposite direction, means controlled by said member and responsive tothe position attained by said member'in response to rotation of saidmotorin said one direction ior controlling the speed at which said motoris rotated in said opposite direction, and means effective when saidmember has been restored to its one position for setting said signalinto operation.

"8. In combination, a stretch of railway track intersected by a highway,a highway crossing signal located adjacent the intersection, timingmeans comprising a member normally occupying one position and anelectric motor arranged to move said member away from said one positionin response to rotation of said motor in one direction and to restoresaid member to'said one position in res onse to rotation of said motorin the opposite direction, means effective when a train approaching saidhighway passes a first fixed point for energizing said motor in suchmanner that said motor is rotated in said one direction at a constantspeed, means effective when the train passes a second fixed point forenergizing said motor III in said opposite direction, me

from said one position through a var b is rotated controlled by saidmember for controlling the speed which said motor is rotated in said0pposite direction such manner that the speed of: said motor isdecreased as the distance away from said one position through wnich saidmember was previously moved is increased, and means etlective when saidmembcr has been restored to said one position for setting said signalinto 01 oration, the parts being so proportioned that l will be set intooperation at substantially the same interval of time before the trainreaches the intersection regardless of the speed of the train.

9. In combination, a stretch of railway track intersected by a highway,a highway crossing signal located adjacent the intersection, a m mbernormally occupying one position, means "for moving said member away suchmanner that said mot-or to distance determined by the speed ofapproaching a fined point located in rear or" said highway, a variableresistance, means controlled by said me aber for varying the value ofsaid impedance in accord nee with the distance away from said oneposition that said member is moved, means controlled in part by saidresistance and iiective when said tra' 1 asses said fixed point forrestoring said member to said one position at a speed which depends uponthe value of impedance at the time the train ea fixed point, and meanseilective when said member has been restored to said one posiion forsetting said signal into opera 10. In combination, av stretch of lZUtrack intersected by a highway, highway crossing signal located adjacentthe i ttion, a member normally occupying one position, means for movingsaid member a Q from said one position at a cons nt speed while a trainapproaching sa d l ,-,Nay is traversing a ed distance, a variableresistance contr lied by said me er, means controlled in partby saidresiitance and etfec tive when said train has traversed said fixeddistance for-restoring said member to said one position, and meanseffective when member is restored to said one position for setting saidsignal into operation.

11. In com, -ation, a stretch or" railway track intersected by ahighway, a hway crossing signal located adjacent intersection, circuitncluding a variable res st ance, means for var ing the amount resistancewhich is icliided in said circuit accordance with the speed of a trainanproachirg a fixed point located in rear of said highway, and means Forsett nal into operation at i 2 said train reaches said highway whichpends upon the amount of the resistance a time i which is included insaid circuit when said train passes said fixed point.

12. In combination, a stretch of railway J. 7 .L -L v 1 Z machintersected by a highway, a highway crossing signal located adjacentsaid interthe amount of the resistance which is included in said circuitwhen said train passes a fixed point, and means controlled by said trainfor varying the amount of the esistance which is included in saidcirer't when the train passes said fixed point in accordance with thespeed of the train over a fixed distance in rear of said fixed point.

13. In combination, a stretch of railway track intersected by a highway,a highway crossing signal located adjacent said intersection, a circuitincluding a variable resistance, means for setting said signal intooperation at a time interval before said train reaches said highwaywhich depends upon the amount of the resistance which is included insaic circuit when said train passes a fixed point, and means controlledin accordance with the speed of said train for varying the amount of theresistance. which is included in said circuit when the train passesfixed point in such manner that said signal will be set into operationat substantially the same interval of time before the train reaches thehighway regardless of the speed of the train.

a. In combination, a stretch of railway track intersected by a highway,a highway crossing signal located adjacent said intersection, anelectric motor comprising an armature and a field, a movable memberoperatively connected with said motor and normally occupying oneposition, means effective while a train approaching said highway istraversing a fixed distance for supplying said armature and said heldwith current in such manner that said member is moved away from said oneposition at a constant speed, means effective when said train hastraversed fixed distance for supplying said armature and said field withcurrent in such manner that said me iber is returned to said oneposition, means controlled by saic, member for controlling the strengthof the current which. is supplied to the field of said motor while saidmember s being returned to said one position to control the speed atwhich said member is restored to said one position, and means forsetting said signal into operwhen said member has been restored to saidone position.

combination, a stretch track intersected by a highway, a highwaycrossing signal located adjacent said intersection, an electric motorcomprising an armature and a field, a movable member operof railwayatively connected with said motor and normally occupying one position, afirst circuit for said field and a first circuit for said armature, saidfirst circuits being so arranged that when these circuits are bothclosed said motor will move said member away from said one position inone direction at a constant speed, a second circuit for said fieldincluding a variable resistance and a second circult for said motor,said second circuits being so arranged that when they are both closedsaid motor will move said member in the direction to restore said memberto said one position at a speed which depends upon the amount of saidvariable resistance which is included in said second circuit for saidfield, means for closing both said first cirs cuits when a trainapproaching said highway passes a first fixed point, means for closingboth said second circuits when the train passes a second fixed point,means controlled by said member for 'arying the amount of the resistancewhich is included in said second circuit, and means effective when saidmember has been restored to said one position for setting said signalinto operation.

16. In combination a stretch of railway track intersected by a highway,a highway crossing signal located adjacent said intersection, anelectric motor comprising an armature and a field, a movable memberoperatively connected with said motor and normally occupying oneposition, a first circuit for said armature and a first circuit for saidfield, said first circuits being so arranged that when these circuitsare both closed said motor will move said member away from said oneposition at a constant speed in one direction, means for closing both ofsaid first circuits when a train approaching said highway passes a firstfixed point, a variable resistance, a second circuit for said fieldincluding said variable resistance and a second circuit for saidarmature, said second circuits being so arranged that when they are bothclosed said motor will restore said member to said one position at aspeed which depends upon the amount of said resistance which is includedin said circuit, means for decreasing the amount of said resistancewhich is included in said second circuit for said field in accordancewith the distance away from said one position in said one direction thatsaid member is moved, means effective when the train passes a secondfixed point for closing both of said second circuits, means formaintaining the amount of said resistance which is included in saidsecond circuit for said field when this circuit becomes closed at thesame value until said member is fully restored to said one position, andmeans for setting said signal ,into operation when said member has beenrestored to said one position.

17. In combination a stretch of railway track intersected by a highway,a highway crossing signal located adjacent said intersection, anelectric motor comprising an armature and a field, a movable memberoperatively connected with said motor and normally occupying oneposition, a first circuit for said armature and a first circuit for saidfield, said first circuits being so arranged that when these circuitsare both closed said motor will move said member away from said oneposition at a constant speed in one direction, means for closing both ofsaid first circuits when a train approaching said highway passes a firstfixed point, a variable resistance, a second circuit for said fieldincluding said Variable resistance and a second circuit for saidarmature, said second circuits being so arranged that when they are bothclosed said motor will restore said member to said one position at aspeed which depends upon the amount of said impedance which is includedin said circuit, means for decreasing the amount of said resistancewhich is included in said second circuit for said field in accordancewith the distance away from said one position in said one direction thatsaid member is moved, means effective when the train passes a secondfixed point for closing both of said second circuits, means formaintaining the amount of said resistance which is included in saidsecond circuit for said field when this circuit becomes closed at thesame value until said member is fully restored to said one position, andmeans for setting said signal into operation when said 1 member has beenrestored to said one position, the parts being so proportioned that saidsignal will be set into operation at substantially the same interval oftime before the train reaches the highway regardless of the speed of thetrain.

18. In combination, a first and second section of railway track, ahighway intersecting said second section, a timing device comprising arotatable shaft normally occupying one 1 position and an electric motoroperatively connected with said shaft for moving said shaft toward andaway from said one position, means effective when a train enters saidfirst section for energizing said motor in such manner that said shaftis rotated away from said one position at a constant speed, meanseffective when the train enters the sec- 0nd section for energizing saidmotor in such manner that said shaft is rotated toward said 1327 tiallythe same interval of time before the train reaches the highwayregardless of the speed at which the train approaches the highway.

19. In combination, a first and a second section of railway track, ahighway intersecting said second section, a track circuit for saidsecond section including a first track relay, a track circuit for saidfirst section including a second track relay and a front contact of saidfirst track relay, a slow releasing relay controlled by a back contactof said second track relay and a front contact of said first trackrelay, a timing device comprising a member normally occupying oneposition and an electric motor for moving said member toward and awayfrom said one position, means effective while a train approaching saidhighway is. traversing a fixed distance for energizing said motor insuch manner that said member is moved away from said one position at aconstant speed, means efi'ective when said train has traversed saidfixed distance for energizing said motor -in such a manner that saidmember is restored to said one position at a speed which depends uponthe position to which said member was previously moved, a first contactwhich is closed when and only when said member occupies said oneposition, a signal relay; a circuit for said signal relay including aback contact of said slow releasing relay, a back contact of said firsttrack relay, and said first contact; a. second contact which is closedwhen said motor is stopped but which becomes opened when said motor isoperating, a branch around said first contact in the circuit for saidsignal relay including said second contact, and a highway crossingsignal controlled by said signal relay.

:20. In combination, a stretch of railway track divided into a first,second, and third successive track sections a highway intersecting saidsecond sect-ion, a track circuit including a track relay for each ofsaid sections, the track circuit for said first section also including afront contact of the track relay for the second section, a slow actingrelay provided with a circuit including a back contact of the trackrelay for said first section and a front contact of the track relay forthe second section, an electric motor comprising an armature and afield, a rotatable shaft operatively connected with said armature andnormally occupying one position, a first circuit controller controlledby said shaft and comprising a first and asecond contact which areclosed when said shaft occupies said one position but which becomeopened as soon as said shaft is moved away from said one position insaid one direction and a third contact which is open when said shaftoccupies said one position but which becomes closed as soon as saidshaft is moved away from said one position in said one direction, a:second circuit controller controlled by said shaft and comprismg anormally closed contact which becomes opened when c said shaft is movedaway from said one position in said one direction through apredetermineddistance, a sleeve which is free to tnrnon l shafta spring for biasingsaid with said ratchet wheel for preventing said r 1 from restoring saidsleeve to said one p ition until said pawl is released, a solenoid forreleasing said pawl, a contact arm attached to said sleeve, a variableresistance controlled by said arm and provided with a pin ality of tapsWdlCll cooperate with the arm in such manner that the amount of said.resistance which is connected between one of said taps and said arm isdecreased as said sleeve is rotated in response to rotation of aid shaftin said one direction but that when sail shaft has been rotated in saidone direction to the position in which said second circuit controller isoperated the total amount of said resistance is connected between saidarm and said one tap, a centrifuge o ieratively connected with saidmotor, a contact con trolled by said centrifuge in such manner that saidcontact is ciosed except when said motor is rotating at a speed whichexceeds a predetermined value, a signal control relay, a highwaycrossing signal controlled by a front contact of said si nal controlrelay; a circuit for said signal control relay includ ing a back contactof said slow acting relay, a back contact of the track relay for saidsecond section, and said first contact of said first circuit controller;a branch around said first contact of said first circuit controller inthe circuit for said signal control relay including the contactcontrolled by said centrifuge; fixed resistance, a first circuit forsaid field including a back contact of the track relay for said firsttrack section, a front contact of the track relay for said second tracksect-ion and said fixed resistance; a second circuit for said fieldincluding a back contact of the track relay for said first tracksection, a back contact of the track relay for said second tracksection, and the portion of variable resistance which is connectedbetween said contact arm and said one tap when said circuit becomesclosed; a first circuit for said armature including a back contact ofthe track relay for said first track section, a front contact of thetrack relay for said second track section, a front contact of the trackrelay for said third track section, and the normally closed contact ofsaid second circuit controller; a second circuit for said armatureincluding a back contact of the track relay for said first tracksection, a back contact of ill) the track relay for said second tracksection, andsaid third contact of said first circuit cnntroller; theparts being so arranged that when said first circuit for said field andsaid first circuit for said armature are closed said motor will rotatesaid shaft away from said one position but that when said second circuitfor said field and said second circuit for said armature are both closedsaid motor will rotate said shaft toward said one position, and acircuit for said solenoid including a back contact of the track relayfor said first track section, a, back contact of the track relay forsaid second track section, and said second contact of said first circuitcontroller. 21. In combination, a stretch of railway track intersectedby a highway, a highway crossing signal located adjacent theintersection timing means comprising a member normaliy occupying oneposition and an electric motor arranged to move said member away fromsaid,one position in response to rotation of said motor in one directionand to restore said member to said one positionin response to rotationof said motor in the opposite direction, means effective when a trainapproaching said highway passes a first fixed point for energizing saidmotor insuch manner that said motor is rotated in said one direction ata constant speed, means effective when the train passesa second fixedpoint for energizing said motor in such manner that said motor isrotated in said opposite direction,means controlled by said member andresponsive to the position attained by said member in response torotation of said motor in said one direction for controlling thespeed'at which said motor iSzlOtfltQd in said opposite direction, meanseffective when said member has been restored to its one position forsetting said signal into operation, and means effective when the trainhas passed the highway for stopping the operation of said signal.

In testimony whereof I afiix my signature;

* BRANKO LAZICH.

